^^ 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


k 


A 


O 


/.^ 


■^ 

^ 


1.0 


1.1 


11.25 


25 
2.2 


la 


2.0 


lU    IIL6 


■>■ 


Hiotograjir 
^Sciences 
Corporation 


^ 


'Q 


x^ 


:i>^ 


\\ 


23  WEST  MAIN  STREET 

WEBSTER,  N.Y.  MSfO 

(716)  872.4503 


V,:"< 


b 

'■ 

^f^ 

CIHM/ICMH 

CIHM/ICIVIH 

''^ 

Microfiche 

Collection  de 

microfiches. 

Canadian  Institute  for  Historical  Microreproductions  /  Institut  Canadian  de  microraproductions  historiq 


uas 


%^\f\_^\f^ 


Tschnical  and  Bibliographic  Notaa/Notos  tachniquea  at  bibliographiquas 


Tha  Instituta  has  attamptad  to  obtain  tha  bast 
original  copy  availabia  for  filming.  Faaturas  of  this 
copy  which  may  ba  bibiiographically  uniqua. 
which  may  altar  any  of  tha  imagas  in  tha 
raproduction,  or  which  may  significantly  changa 
tha  usual  mathod  of  filming,  ara  chackad  balow. 


0 


D 

D 


D 


D 


Colourad  covars/ 
Couvartura  da  coulaur 


I      I    Covars  damagad/ 


Couvartura  andommagAa 

Covars  restorad  and/or  laminatad/ 
Couvartura  rastaurte  at/cu  palliculAa 

Covar  titia  miasing/ 

La  titra  da  couvartura  manqua 

Colourad  maps/ 

Cartas  giographiquas  an  coulaur 


□    Colourad  ink  (i  a.  othar  than  blua  or  black)/ 
Encra  da  coulaur  (i.a.  autra  qua  blaua  ou  noira) 

□    Colourad  platas  and/or  illustrations/ 
Pli 


Planchac  at/ou  illustrations  an  coulaur 


Bound  with  othar  matariai/ 
Rali*  avac  d'autras  documants 


Tight  binding  may  caurstt  shadows  or  distortion 
along  intarior  margin/ 

Lareliura  sar^ia  paut  causar  da  I'ombra  ou  da  la 
distorsion  lo  long  da  la  narga  intiriaura 

Blank  laavas  addad  during  rastoration  may 
appaar  within  tha  taxt.  Whanavar  possihia,  thasa 
hava  baan  omittad  from  filming/ 
II  sa  paut  qua  cartainas  pagas  bianchas  ajoutias 
lors  d'una  rastauration  apparaiaaant  dana  la  taxta. 
maia.  lorsqua  cala  Atait  possibla.  caa  pagas  n'ont 
paa  it6  filmAas. 

Additional  commants:/ 
Commantairas  suppiimantairas; 


The 
toti 


L'Institut  a  microfilmi  la  maillaur  axamplaira 
qu'il  lui  a  M  possible  da  se  procurer.  Las  ditaiis 
de  cet  exemplaire  qui  sont  peut-dtre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  mAthode  normaia  de  filmage 
sent  indiqute  ci-dessous. 


I      I   Coloured  pages/ 


Pagaa  de  couleur 

Pagea  damaged/ 
Pages  endommagias 


□    Pages  restored  and/or  laminated/ 
Pages  restaurias  at/ou  palliculies 


Pages  discoloured,  stained  or  foxed/ 
Pages  decoior^es,  tachat^es  ou  piquies 


□Pages  detached/ 
Pagas  d^tachias 

0Showthrough/ 
Transparence 

□    Quality  of  print  varies/ 
Quality  intgala  de  I'impression 

□    Includes  supplementary  material/ 
Comprend  du  material  supplimentaire 

□    Only  edition  available/ 
Seule  Edition  disponible 


The 
poM 
oft! 
film 


Orig 

bagi 

the 

sion 

othfl 

first 

sion 

or  ill 


The 
shal 
TINI 
whi( 

Map 
diffe 
entii 
begi 
right 
requ 
metl 


D 


Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  ref limed  to 
ensure  the  best  possible  image/ 
Lea  pages  totalement  ou  partieilement 
obscurcies  par  un  feuillet  d'errata.  une  pelure, 
etc..  ont  iti  filmtes  A  nouveau  de  fapon  d 
obtenir  la  meilleure  image  possible. 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  fiimA  au  taux  de  reduction  indiquA  ci-dessous. 

10X  14X  18X  22X 


26X 


30X 


12X 


7 


16X 


20X 


24X 


28X 


32X 


The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 

Library  of  the  Public 
Archives  of  Canada 


L'exemplaire  f  IIri*  f  ut  reproduit  grice  A  la 
ginArositt  de: 

La  bibliothdque  des  Archives 
publiques  du  Canada 


The  images  appearing  here  ars  the  best  quality 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  Impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  —^>  {meaning  "CON- 
TINUED"), or  the  symbol  V  (meaning  "END"), 
whichever  applies. 


Les  images  suivantes  ont  6t*  mproduites  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  at 
de  la  nettet*  de  l'exemplaire  f  ilm«.  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 

Les  exemplaiies  originaux  dont  la  couverture  en 
papier  est  ImprimAe  sont  filmAs  en  commenpant 
par  le  premier  plat  et  en  terminant  soit  par  la 
dernlAre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration,  soit  par  le  second 
plat,  selon  le  cas.  Tous  les  autres  exemplaires 
originaux  sont  filmte  en  commengant  par  la 
premlAre  page  qui  comporte  une  empreinte 
d'impression  ou  d'iliustration  et  en  terminant  par 
la  dernlAre  page  qui  comporte  une  telle 
empreinte. 

Un  des  symboles  suivants  apparaltra  sur  la 
dernlAre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbols  -^-  signifie  "A  SUlVRE",  le 
symbole  ▼  signifie  "FIN". 


Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
requirwd.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  §tre 
filmte  A  des  taux  de  reduction  difftrents. 
Lorsque  le  document  est  trop  grand  pour  6tre 
reproduit  en  un  seul  clich6, 11  est  film*  A  partir 
de  I'angle  supArieur  gauche,  de  gauche  d  droite, 
et  de  haut  en  bas.  en  prenant  le  nombre 
d'images  ntcessaire.  Les  diagrammes  suivants 
illustrent  la  m^thode. 


1  2  3 


1 

2 

3 

4 

5 

6 

■7^ 

^M^ 


d 


,6, 


It 


(3 


-^s 


)) 


STATEMENT  AND  EXHIBIT 


or  TOR 


^nffal0,  §rantf0rlj  an^  i0hric| 


RAILWAY   COMPANl, 


OF  CANADA,  FOR  1853. 


BUFFALO: 

JEWETT,    THOMAS   &    CO.,    PRINTERS 
1853. 


y''^''"fvr»  w-i'  •'y'-tmim^'-jmimiMff^'* '  ^^  ^"wy^-w^'' 


STATEMENT  AND  EXHIBIT 


'Buffalo,  §rjintf0ri)  ani>  iokriclj 


RAILWAY  COMPANY, 


OF  CANADA,  FOR  1853. 


BUFFALO: 

JEWETT,    THOMAS   A   CO.,    PRINTERS. 

1853. 


Swffitb,  Srantffli-l)  ^  (iflkici]  gaiKuag. 


ANNUAL  IIEPOIIT. 


The  Directors,  in  compliance  with  tlie  resolntion  of  the  last 
annual  meeting,  m  de  timely  application  to  the  Provincial  Par- 
liament for  a  charter.  Having  ascertained  the  views  of  the 
shareholders  to  be  very  generally  favorable  to  an  extension  of 
their  road,  the  application  was  made  to  embrace  a  direct  line  of 
railway  across  the  entire  peninsula  from  the  Niagara  River  to 
Goderlch,  on  Lake  Huron.  A  preliminary  survey  made  under 
the  direction  of  their  Cliief  Engineer,  and  since  verified  by  accu- 
rate and  detailed  examinations,  demonstrated  the  practicability 
of  constructing  an  extension  which  would  be  economical  in  its 
first  cost  and  effective  by  its  easy  grades  and  curves.  AVith  a 
climate  remarkable  for  healthfulness  and  of  unsurjiassed  capa- 
bilities as  an  agricultural  region,  the  intermediate  country  com- 
bines all  the  elements  for  sustaining  a  ])rosperous  agricultural 
and  manufacturing  jjeople.  Judging  from  the  effects  of  railroads 
upon  similar  countries,  the  Directors  felt  a  lively  confidence  that 
when  opened  to  a  market  .by  railway,  it  would  rapidly  become 
wealthy  and  prosperous.  Kor  coidd  they  imderrate  the  advan- 
tages of  transforming  the  original  undertaking  into  a  through 
independent  line,  establishing  a  short  and  safe  route  to  the  mineral 
regions  of  the  north  and  south  shores  of  Lake  Superior,  which 
are  now  rapidly  i-ising  into  importance,  and  to  the  north-western 
States  and  Territories  of  the  Union.  With  no  apprehension  of 
failure,  the  Directors  were  further  strengthened  in  their  resolution 
by  the  confidence  and  enterprise  manifested  by  the  people.  The 
united  counties  of  Huron,  Perth  and  Bruce,  possessing  one  and  a 
quarter  million  pounds  currency  ratable  propeity,  canje  readily 


fonviinl  to  embark  in  tlio  undcrtakinj,'  by  subscribing  for  ntock  to 
the  extent  of  £125,000.  To  tlioir  onergotie  support  unci  to  the 
effective  Purliiunentury  ability  and  /.eul  of  D.  Cin-istie,  Escj.,  M. 
P.  for  Wontwortli,  tlie  efforts  of  the  Directors  to  secure  a  lil^eral 
charter  for  the  entire  line  were  wholly  successful. 

The  undertakin<;  under  the  management  of  the  Directors  for 
the  past  year  having  grown  in  magnitude  and  interest,  they  think 
it  now  proper  to  lay  before  the  shareholders  the  characteristics, 
progress  and  prospects  of  the  road  as  authorized  to  be  constructed 
under  the  enlarged  powers  possessed  by  the  company. 

The  entire  length  of  the  road  as  now  established  is  15CJ  miles, 
the  eastern  division  extending  from  the  ISiagara  Kiver  to  the 
town  of  Brantford,  being  743  miles;  the  central  division  from 
Brantford  to  Paris,  8  miles,  and  the  western  division  from  Paris 
to  Goderich,  74  miles. 

Of  the  southern  division  2G  miles  is  nearly  a  perfect  level; 
the  grades  are  remarkably  easy  over  the  remainder,  and  70  miles 
of  the  whole  distance  is  a  straUjJit  line. 

From  the  southern  terminus  of  the  road,  immediately  opposite 
the  city  of  Buffalo,  the  line  passes  through  a  rich  farming  country 
to  Danville,  and  thence  along  the  fertile  valley  of  the  Grand 
River  through  several  thriving  towns  and  villages,  and  a  country 
uf  great  fertility,  to  Brantford. 

This  portion  of  the  Tne  is  now  in  progress  of  construction  and 
rapidly  approaching  completion.  The  Directors  refer  to  the 
Engineer's  report  of  the  state  and  progress  of  the  work. 

The  central  division,  comprising  a  distance  of  8  miles,  connects 
tlie  flourishing  towns  of  Brantford  and  Paris.  Both  possessing 
great  natural  advantages  and  already  of  considerable  importance 
as  commercial  and  manufacturing  centers,  will  contribute  largely 
to  the  business  of  the  road.  The  location  of  Brantford,  at  the 
head  of  river  and  canal  navigation  eighty  miles  in  length,  con- 
necting with  lakes  Erie  and  Ontario,  enables  her  already  to  rank 
as  the  fourth  port  of  export  in  Upper  Canada;  the  principal  sta- 
ples, wheat  and  flour,  of  a  quality  and  value  which  compare 
favorably  with  the  best  Genesee  produce,  afford  a  sufticient  indi- 
cation of  the  exuberant  fertility  and  cultivation  of  the  surrounding 
country.    The  contract  for  this  division  has  been  let  on  terms 


^vllich  ai'o  considered  liij^hly  fuvoniblo  to  the  compiiny;  niul  tlio 
work,  including  a  bridj^o  across  the  Gnmd  River  at  Paris,  is 
rapidly  progressinj^. 

The  Directors,  in  order  to  maintain  the  character  of  the  road  i\n 
the  shortest  route  possihlo  from  the  Niagara  Kiver  to  Lake  Huron, 
felt  that  they  properly  discharged  their  duty  to  the  shareholders 
at  large,  in  selecting  the  point  at  which  the  road  should  intersect 
the  lino  of  the  Great  Western  Jiailway,  by  holding  theniselves 
superior  to  local  influences,  which,  however  strongly  put  forth, 
ought  not,  in  their  judgment,  on  any  occasion  to  be  allowed  to 
outweigh  the  general  interests  of  the  undertaking. 

The  surveys  and  examinations  of  the  western  division  show  a 
lino  remarkably  well  adapted  for  railway  enterprise,  about  half 
tho  distance  being  nearly  level,  with  remarkably  straight  lines 
throughout.  Tiie  contract  has  been  let  and  orders  given  to  havo 
tho  work  over  the  whole  of  this  division  at  once  proceeded  with. 

The  connections  of  this  road  at  both  termini  will  necessarily 
secure  to  it  a  large  and  rapidly  increasing  business.  Its  eastern 
termimis  being  opposite  the  city  of  Butlalo,  will  connnand  a  large 
portion  of  the  through  travel  which  at  present  takes  the  route  of 
tho  western  lakes,  as  also  of  the  travel  and  freight  which  reaches 
Buffalo  by  the  Erie  ("anal,  which  extends  from  the  Hudson  oi* 
North  River  for  a  distance  of  3G3  miles,  and  forms  the  great 
artery  of  transport  for  tho  commerce  of  the  west.  The  total 
movement  of  freight  by  this  canal  for  the  year  1852  exceeded 
2,000,000  tons. 

The  city  of  Buffalo  now  contains  a  popnhitlon  of  about  70,000, 
with  real  estate  assessed  at  upwards  of  $30,000,000.  It  forms 
the  center  of  a  railway  system  radiating  from  it  and  connecting 
through  numerous  important  towns  and  cities  Avith  the  eastern 
sea-board. 

The  New  York  Central  Railroad  to  Albany,  in  connection  with 
tho  Hudson  River  Railroad  to  New  York,  and  the  AVestern  Road 
to  the  city  of  Boston,  forms  one  of  the  lines  from  the  East  ter- 
minating at  Buffalo;  and  on  the  Western  Division  of  this  road, 
alone,  4<)9,125  passengers  were  carried  during  the  year  1852. 
Tho  Buffalo  and  New  York  City,  connecting  with  the  New  York 
and  Erie  Railroad  at  Ilornellsviile,  completed  during  the  past 


your,  gives  n,  ntH-oml  distinct  line,  extoriding  tliroiigli  the  Boutlieni 
couiitieH  (if  the  States  uf  New  Vork  and  Peiinsvlvaiiiu,  from  J!ul- 
falo  to  New  Vt»rk  city,  and  in  (h»ing  an  exoi'lh-nt  and  rajtidly  in- 
creasing hnsincss.  The  BullUlo,  Lockpitrt  and  UocheHter  Itailroad 
forms  another  line,  extending  eastward  a  distance  of  about  sov- 
enty-tivo  miU's;  and  its  stock  has  recently  been  consolidated  into 
the  New  York  Central,  at  an  a<lvance  of  seven  ])cr  cent,  j)reniium. 
The  following  figures,  taken  from  the  Share  List  of  the  "  Amer- 
ican Railroad  Journal,"  furnish  conclusive  data  of  the  value  and 
amount  of  business  done  bv  the  several  roads  now  formin<r  the 


NEW   YORK  CKNTUAL   LINK. 


NaMK  or   COMPANV. 


IJtk'ii  mill  .'•(•liiMii'ctiiii)' 
Svr.cusi'  ftiid  Vt\r:\.  .. 
Hocln'Kter  Ik  S.vnicimt', 
Uurtiilo  iiiul  Kn'cht'Rior. 


r«;ilnl 
pi  >l  in 

3.  tlHI,(KN) 
1,8  5.  "Kt 


F  iiiilrJ 

Niiii'i"" 
I2(1,IIIK) 

iHi.'.m;) 


T  .mi  Cov  nf 

l^.iiil  »mI 
Kq  H  infill 

r>.ii!irt,v7:( 
•.',(«l,477 
fini  .77H 
2.115,011 


l,tl!!!l,;74 

(iiaoiH 
i)MH.:i(iii 

«IU.07fl 


Ste]is  have  already  been  taken  toward  the  construction  of  a 
railroad  to  reach  the  coal  fields  of  Pennsylvania,  in  INfcKeau 
county,  a  distance  of  about  SO  miles  fr  >m  Buffalo,  wliich  Mill  be 
the  means  of  sui>itlying  the  manufacturing  towns  on  the  line  with 
coal,  at  a  less  cost  than  by  any  other  route,  and  to  wliich  the  city 
of  Bufialo  has  already  voted  a  loan  of  8400,000.  As  railroads, 
besides  being  rapid  creators  of  wealth,  largely  augment  and  stim- 
wlate  travel,  it  is  dillieult  i)roperly  to  estimate  the  magnitude 
which  the  freiglit  and  i-assenger  tralHc  by  these  important  lines 
of  comnmnication  may  not  speedily  attain.  All  the  lines  enum- 
erated converge  at  Buffalo,  and  will  of  necessity  contribute  a  large 
through  American  passenger  and  goods  tratlic,  to  pass  over  this 
road  to  the  Western  States,  via  the  Great  Western  Ilailway,  from 
the  junction  at  Paris;  or  to  the  North-western  States  and  Terri- 
tories, and  the  mines  on  L;ike  Superior,  from  Goderich. 

The  Western  terminus,  on  Lake  Huron,  will  also  speedily,  on 
the  opening  of  this  road,  rise  into  importance.  No  line  of  steam- 
ers has  yet  been  established  between  Sault  St.  Mario  and  Mack- 
inaw, on  the  route  to  lakes  Superior  and  i\[icliigan,  from  any  of 
the  ports  on  Lake  Huron;  l)ut  so  soon  as  the  distance  from  New 
York  to  Sault  St.  Marie,  by  lake  navigation  from  Buffalo,  by  way 
of  Detroit,  (which  is  now  1090  miles,)  becomes  lessened  by  rail 


Hvor  this  roml,  uiid  l.y  HtoainoM  acnm  Lake  Huron,  to  700  miloa, 
((^m-cfin^'  a  saving,  in  point  i.f  distance,  of  nearly  400  njilos,  an<l 
rodiiciiiir  the  ti.no  conaumod  on  tlio  journey  fnmi  57  liourrt  to  hut 
Si\  lioui-8,)  tho  growin;::  importance  of  the  mineral  treasures  on  tho 
slioresof  Lako  Superior,  with  the  wealth  of  its  exhaustless  ilsh- 
erics,  its  rcmaikal.lo  geological  formations,  tho  attractions  of  its 
scenery,  and  the  unrivaled  salul)rity  and  curative  powers  of  its 
invigorating  atmosphere,  will,  upon  its  heing  made  easily  acces- 
sii>le,  (indei)endently  of  husiness  relations,)  hocomc  as  attractive 
to  tourists,  and  all  in  search  of  relaxation  and  health,  as  the  now 
most  noted  and  frequented  places  of  summer  resort. 

But,  in  addition  to  the  travel  to  Lake  Superior,  the  route  by 
way  of  Goderieh  will  afford  the  speediest  access,  during  tho  sea- 
son of  navigation,  to  Sagiiuiw  and  Green  Bay,  to  tho  northern 
and  middle  parts  of  Wisconsin,  to  tho  Territory  of  Minesota,  and 
Iowa,  and  tho  country  lying  north  and  north-west  of  lakes  Mich- 
igan and  Superior,  which  are  fast  filling  up  with  a  thriving  and 
enterprising  population.  A  vast  increase  of  the  husiness  of  the 
Lake  Su])erior  country,  may  also  be  looked  forward  to,  by  the  con- 
struction of  tlio  Sault  St.  Marie  canal,  which  is  now  in  progress. 

Li  order  to  secure  all  tho  advantages  of  this  connection,  tho 
Directors  recommend  that  timely  steps  bo  taken  tn  piomoto  the 
establishment  of  a  line  of  steamers  to  run  froin  Port  Goderieh  to 
Mackinaw  and  Sanlt  St.  Mario,  in  connection  with  this  road. 

In  point  of  lateral  connections,  that  with  tho  line  of  the  Great 
Western,  at  Paris,  cast  and  west,  will  bo  the  soonest  available, 
and  from  present  prosix^cts,  may  be  opened  8imultan(;ously  with 
the  completion  of  this  road  to  that  point. 

By  this  route,  Detroit  becomes  united  by  rail  witli  her  sister 
city,  Buffalo;  which  being  the  intermediate  conunercial  depot  for 
the  produce  of  tho  west,  from  tho  upper  lakes  e?i  I'ouf,;  to  tho 
Atlantic  cities,  and  already  connected  with  her  by  close  business 
relations,  a  largo  portion  of  the  ti-avel  will  be  drawn  off  from  the 
Great  Western,  at  the  Paris  junction,  and  take  this  line  to  Buf- 
falo. In  like  manner,  her  railway  connections  with  the  Eastern 
cities  will  doubtless  contribute  a  considerable  business  to  pass 
west  by  the  same  route. 
Tho   road   again   connects,  at  Stratfi>rd,  with  the  Provincial 


8 

Grau'^  Trunk  Line,  now  about  to  be  constructed,  extending  east 
I  j     and  west,  from  which  all  passengers  for  the  United  State"  must 
be  attracted  by  this  road,  being  the  only  direct  route  to  the  Amer- 
icuh  fror  *^^ier  v/hich  connects  with  it  west  of  Ogdensburgh. 

"With  these  termini  and  connections  conjoined  to  the  resources, 
cultivation,  wealth,  and  population  of  the  intermediate  country, 
together  with  the  tacilities  derived  from  favorable  grades  for  the 
construction  of  the  road  at  a  low  first  cost,  the  Directors  continue 
impressed  with  the  conviction  that  the  undertaking  will  prove 
largely  profitable  to  the  shareholders,  while  it  confer'!  inapprecia- 
ble advantages  upon  all  the  municipalities  whose  inhabitants  have, 
in  a  manner  alike  judicious  and  spirited,  supported  the  enterprise 
fiuni  its  first  projt^ction. 

A  financial  statement  to  the  first  of  the  present  month  has  been 
prepared  and  lies  on  the  table  for  the  inspection  of  the  shareholders. 
The  government  have  not  yet  perfected  the  arrangements  by 
which  tiie  company,  under  the  provisions  of  the  consolidated 
Municipal  Loan  Fund  Act  as  amended,  will  receive  cash  for  the 
municipal  debentures  ^vhich  have  been  deposited  with  the  Ee- 
ceiver  General  to  the  amount  of  £184,500.  Intimation  has  how- 
ever  been  recei\  ud  that  £45,000  on  account  will  be  paid  to  the 
company's  credit  with  the  liank  of  British  North  America  by  the 
first  proximo,  and  the  remainder  provided  in  time  to  meet  the 
engagements  of  the  company. 

At  the  request  of  the  Board  the  President  proceeded  to  England 
in  the  month  of  September  last  and  made  purchase  of  9,500  tons 
heavy  T  rail,  being  a  sufiir^ient  quantity  to  lay  the  track  from 
Tort  Erie  t. .  Paris  and  eight  miles  further.  Tlie  tiiree  first  caigoes 
reached  Quebec  about  ten  days  since,  part  of  which  has  already 
been  received  .ut  the  Welland  Canal  Feeder.  The  last  shipment 
having  already  been  made  from  England  the  whole  quantity  may 
be  expected  on  the  line  from  the  1st  to  the  15ch  August  next. 

While  in  London  the  President  negotiated  a  loan  on  terns 

which  are  considered  highly  favonibie  for  the  interests  of  the 

company,  tie  mortgage-bonds  payable  in  twenty  years,  issued  on 

the  portion  of  line  from  Fort  Erie  to  Paris,  having  netted  to  the 

,,    compf.nyOOi  per  cent,  which  enables  the  directors  to  pay  cash 

■\  for  tlie  iron,  freight,  and  other  expenses  with  the  proceeds  of  the 


9 


loan,  leaving  a  considerable  surplus  in  hand  for  the  general  pur- 
poses of  the  company. 

It  is  -tvith  no  ordinary  satisfact'on  that  the  Direc^iors  are  enabled 
to  state,  in  view  of  the  approaching  completion  of  the  road 
between  Buffiilo  and  Brentford,  that  the  undertaking  has  thus  far 
progressed  under  their  management  without  having  encountered 
a  single  obstacle  or  impediment.  The  operations  of  th^i  company 
have,  on  tlie  contrr^y,  beou  materially  aided  by  the  facilities 
afforded  to  it  by  the  several  departments  of  the  Government. 
Its  position  has  been  more  fully  defined  and  established  by  a 
liberal  charter.  The  additional  funds  required  have  been  raised 
upon  terms  highly  tavorable,  and  the  loss  anticipated  on  the  sale 
of  municipal  debentures,  (being  from  12 i  to  15  per  cent.)  will  be 
avoided  by  their  negotiation  being  undertaken  by  the  Provincial 
Government. 

In  conclufion  they  do  not  hesitate  to  say  that,  except  in  the 
additional  cost  of  iron  consequent  upon  the  extraordinary  rise  in 
price  which  occurred  before  the  company  was  in  a  position  to 
purchase,  this  road  will  be  built  within  the  original  estimate,  and 
at  a  rate  which,  for  low  first  cost,  will  be  scarcely  paralleled  in 
the  history  of  railway  construction,  and  be  in  marked  contrast 
with  the  cost  of  other  railroads,  whether  built  or  in  progress,  in 
Canada  or  in  the  United  States. 

Beantfokd,  13th  June,  1853. 

JAMES  WADSWORTH, 


Akcuibald  Gilkison,  Secretary. 


President. 


Note. — During  the  few  wrecks  that  have  elapsed  since  tlie  adop- 
tion of  the  annual  report,  the  works  between  Buffalo  and  Brar.t- 
ford  have  progressed  at  a  rate  which,  in  the  opinion  of  the  under- 
signed, fully  warrants  the  expectation  that  the  eastern  division 
will  be  opened  to  the  public  as  fur  as  Brnntford  by  the  first  of  Octo- 
ber I'jxt.  The  iron  is  arriving  in  satisfactory  quantities  at  Que- 
bec, and  is  being  forwarded  with  dispatch  to  tlie  Welhind  Canal 
Feeder,  from  which  point,  with  tlie  aid  of  two  locomotives,  the 
permanent  road  is  being  simultaneously  laid  east  and  west.  They 
have  also  the  gratification  to  add  that  the  debentures  accepted  by 
the  company  in  pas  licnt  of  shares  held  by  the  local  niuni('i}>ali- 
ties  alonir  the  lir.e  to  the  amount  of  .-6184,500  have  been  cashed 


10 

by  the  Provincial  Government   at  par  under  the  consolidated 

Municipal  Loan  Fund  Act  for  Upper  Canada. 

Bkajs'tfokd,  July,  1853. 

JAMES  WADSWORTH, 

.  ^  President. 

AiicniuALD  GiLKisoN,  Sccrctarj. 


STATEMENT    OF    FINiNCES 

OF  THE  BUFFALO,  BRANTFORD  and  GODERICH  RAILWAY  COMPANY, 

JUNE  1,  1853. 


To  Cash  paid  Masoniv,  Gradiug,  etc., ^  1-^9  357  54 

"     "        "    lii^'lit  of  Way, !.".'!".'."."."' ^  2-U84  89 

'..        "..    J,'!i''''^lV*°^^°'"'^-;  ?"'«•="""*• '^•■"'^eragcA^reucy,  etc.,..  60,956  32 

Office  Expenses,  Salaries,  IVintJiig,  Advertising,  etc,,..  16  976  17 

^^        ;;     Engineering  and  Sun-eying 28,915  46 

"        ..    vZV 361,11111 


Plank, 

'Amount   of   Municipal    UebeiitureV'negotiaVed  "with"  "Provincial 
bovernnient, 

"  Balance  of  Cash  on  ^unA^'"'^^"!'."^/^JJ//'^/"'""^J'J^y      jos'i 


1,800  00 


738,000  00 
820  96 


^/  ?nn  v?,'l'n  '  p^"'!' $91.3,.556  55 

Convertible    Bonds, r,r,r  rrr    re 


M.i69,122  45 


"    Sundry  Balances  Auc^y^lV"!^^'""/"^^^'.   "'''^tJo  35 


-$1,469,422  45 


ENGINEER'S  REPORT. 


To  THE  President  and  Directors  of  the 

Buffalo,  Erantforp,  and  Godericii  Eailway: 

Gcntlcm.en~-Eo\Y  that  tlie  position  of  the  entire  line  of  your 
road  is  fully  established,  I  shall  repeat  what  has  already  been 
stated  in  reference  to  portions  of  the  line,  so  that  you  may  have 
before  you  at  once  a  correct  view  of  the  whole. 

In  a  report  submitted  to  you  in  March,  1852, 1  stated  that  the 
Brantford  and  Bufthlo  Railway  was  the  eastern  division  of  a  chain 
that  would  soon  be  stretched  across  the  western  peninsula  of 
Canada;  tluU  the  western  terminus  of  this  chain  would  be  at 
Port  Goderich,  on  Lake  Huron;  and  the  eastern  terminus  at  the 
depots  of  the  Albany,  New  York,  and  Boston  lines,  in  the  city 


11 


of  Buffalo.  That  this  line  would  connect  with  other  lines  of  rail- 
way, at  various  points;  and  that  a  very  important  connection 
would  bo  that  formed  with  the  Great  Western  Railway,  at  or  near 
Paris.  I  also  stated  that  the  distance  from  the  Niagara  river  to 
the  junction  with  the  Great  AVestern  Railway  would  not  vary 
much  from  eighty  miles;  that  this  junction  would  be  near  tlic 
center  of  the  peninsula,  and  that  the  trade  and  travel  that  would 
converge  at  that  point,  together  with  the  local  traffic  along  tlie 
line,  would  furnish  sufficient  business  to  make  the  stock  profitable; 
and  when  extended  to  the  lake  and  connections  ibrmed  with  other 
lines,  this  would  be  one  of  the  best  paying  railways  in  the  country. 

In  a  report  dated  September,  1852. 1  stated  that  the  line  from 
the  eastern  terminus  to  Brantford  Avould  be  well  adapted  ft)r  fast 
rnnning,  being  almost  equal  to  one  straight  line,  and  having 
remarkably  easy  grades. 

It  was  also  stated  in  the  same  report,  that  the  line  from  Brant- 
ford to  Paris  was  very  direct,  with  comparatively  eas}  gi-ades. 
Since  the  date  of  the  last  report,  the  surveys,  maps,  profiles,  esti- 
mates, and  plans  for  the  Goderich  extension  have  been  made,  the 
location  determined  upon,  and  the  line  is  now  distinctly  marked 
out,  and  ready  for  the  contractors.  From  Paris  to  Goderich  there 
is  but  little  deviation  from  an  air  line.  On  the  entire  distance  to 
the  Bayfield  road,  near  Goderich,  there  are  only  three  curves,  all 
of  which  curve  so  slightly  as  scarcely  to  be  perceptible  to  the  eye. 

In  order  to  reach  the  waters  of  Lake  Huron  on  an  easy  grade, 
the  line  was  run  so  as  to  strike  the  high  bank  of  the  lake  south  of 
Goderich,  thence  down  the  slope  to  the  harbor.  The  grade  lines 
on  this  division,  although  not  so  fiivorable  as  on  the  eastern,  are 
comparatively  light.  For  nearly  half  the  distance,  they  are  level, 
or  nearly  so,  and  the  heaviest — which,  when  they  occur,  are  in 
short  distances — not  exceeding  two  miles,  are  forty-five  feet  per 
mile.  The  character  of  the  work  is,  on  the  whole,  very  light,  as 
is  clearly  shown  by  the  favorable  rate  at  which  the  entire  line 
has  been  put  under  contract. 

A  sufficient  staff  of  engineers  are  now  stationed  on  the  differ- 
ent divisions,  and  the  whole  work,  in  the  hands  of  energetic  and 
efficient  contractors,  will  be  pushed  th.rough  with  great  vigor. 
The  work  between   Brantford   and   i^aris   is  progressuig  very 


12 

satisfactoiMly,  nnd  will,  I  have  no  doubt,  he  completed  within  the 
time  epecitied  in  the  contract.  The  buildings  upon  the  depot 
ground,  at  Brantford,  are  also  progressing  rapidly. 

The  work  between  Brantford  and  Buffalo  was  very  much  re- 
tarded during  the  heavy  rains,  but  the  contractors  are  now 
increasing  their  force,  and  have  made  such  arrangements  as  will 
insure  a  speedy  completion  of  the  work.  A  strong  force  of  track- 
layers are  upon  the  ground,  and  unless  delay  arises  in  the  receipt 
of  the  iron,  1  see  no  reason  to  doubt  the  final  comjiletion  of  this 
portion  of  the  line  by  the  first  of  October  next. 

The  first  locomotive  will  be  delivered  by  the  20th  inst.,  and  the 
other  seven,  together  with  all  the  rolling  stock,  will  doubtless  be 
delivered  at  the  times  specified  in  the  contract;  and  the  contract 
is,  that  the  last  will  be  delivered  in  September.  Gravel  trains 
will  follow  the  track-layers,  as  soon  as  we  receive  a  sufficient 
number  of  locomotives. 

Arrangements  have  been  made  to  erect  a  sufficient  number  of 
water-stations,  etc. 

As  it  frequently  happens,  when  railroads  are  first  opened,  that 
great  inconvenience  is  experienced  by  having  an  insufficient  num- 
ber of  locomotives  and  cars,  I  would  advise  that  contracts  should 
be  made  soon  for  all  that  may  be  thought  necessary  to  equip  the 
whole  line.  In  order  that  you  may  be  able  to  determine  upon 
the  amount  of  capital  required  to  complete  and  furnish  the  rolling 
stock,  I    iibjoin  the  following  estimate  for  the  Godcrich  extension: 

Oluaving,  Gntlibiiig,  and  Grading,  incliidin<;  all  the  necessary  bridges 

and  culverts,  and  also  the  ties,  as  pnr  contract, $550,000 

(Jradina:  and  LVickaire  at  (Jodoricli, 15,000 

Ki^lit  of  way  and  Depot  Grounds, 25,000 

Fci^ciufif,  . . .' 35,000 

liallustiu J.',  Cattle  Guards,  etc., : C0,000 

Superstructure,  laid  in  the  usual  manner,  with  the  heavy  rail,  inclnding 

all   necessary  turn-outs, 650,000 

Depot  liuildiugs  fit   Goderich,  and  all  necessary  intermediate  station- 

}w\m'n, 55,000 

Engineering  and   Agencies, 50,000 

$1,110,000 
Ei&'ht  Locomotives,  fifteen  first,  class  Passensor,  four  Mail  and  Tiageasre, 
one  hunilred  Freight,  forty  I'latfcnm,  forty  Gravel,  and  ten  Hand 
tail's. 2r),000 

$1,67.5.000 

Yoms  most  respectfully,  WILLIAM  AYALLACE. 

BrantI'-okd,  13th  June,  1853. 


18 


TABLE 

Shotting  the  Population,  Area,  Products  and  Tnxnhle  Real  and  Personal  Propcrti/  of 
the  CounticB  through  whic'i  the  line  of  the  Dufftdo,  Erantford  and  Godcrlck  Railway 
passe*,  as  sfiown  hy  Official  Returns  for  the  year  1852. 


Countlei. 

Populaiioa. 

Area  —Acres. 

Under  ("ultl» 
vtttluii-Acrcii. 

W'heiit. 
BiihIii'Is. 

OihiT  (Iruiiis' 

Uuahcll. 

TaxnblB  I'ropcrlj-, 

llrant 

25,426 

260,004 

117,417 

625,741 

482,361 

JC1,481,3;.9  0*' 

Bruca,       ....... 

2,837 
19,193 

634,704 
892,769 

2,273 
51,976 

9,796 
214,728 

4,913 
202,407 

3ti,799  Oil 

Huron, 

650,878  00 

Perth, 

15,515 

410,728 

58,116 

204,523 

263,532 

5:3,600  00 

Waterloo 

26,537 

328,463 

131,806 

618,659 

514,657 

1,425,807  00 

Oxford 

32,638 

457,000 

125,232 

611,251 

767,502 

l,00l!,024  00 

Ilaldimnud, 

18,788 

29,1,524 

79,279 

376,475 

29'J,S70 

8H4,107  00 

M^lianl, 

20,141 
161,110 

228,000 

110,163 
679,562 

423,508 

256,927 
2,813,259 

l,116,4ld  00 

Total 

3,547,852 

j    2,98l,6rtl 

7  725, r.O  (HI 

COMMERCE  OF  BUFFALO. 


The  following  statements  of  the  Commerce  of  Buffalo  are  ex- 
tracts from  a  report  compiled  from  official  and  other  authentic 
sources  for  Hon.  Thomas  Corvvin,  Secretary  of  the  Treasury,  and 
by  him  presented  to  Congress. 

Buffalo  is  situated  on  Buffalo  Creek,  which  debouches  into  Lake 
Erie,  just  at  the  point  of  its  outlet  into  the  Niagara  Eiver,  and  is 
therefore  the  eastern  terminus  of  Lake  Erie,  and  the  western  ter- 
minus of  the  Erie  Canal,  which  connects  the  waters  of  the  former 
with  the  Hudson  River,  and  thence  with  the  Atlantic  Ocean.  It 
is  the  great  eastern  gateway  for  the  pas  \-^  of  the  commerce  of 
the  Western  Lakes.  Its  commerce  is  carried  on  chiefly  through 
the  Lakes  and  the  Erie  Canal,  assisted  by  various  lines  of  railway. 
Its  population  was   1,508  in   1810;   2,095    in  1820;   8,003  in 


14 


1830;  18,213  in  1840;  and  42,261  in  1850,  showing  an  average 
dnplication  once  in  eight  and  a  half  years,  during  tlie  whole 
period  of  forty  years.    The  uniformity  of  the  period  of  duplica- 
tion is  the  best  evidence  of  a  healthy  and  pennanent  growth. 
On  the  same  basis  there  is  now  a  population  of  50,000,  and  will 
be  in  1860,  at  the  same  rate,  about  100,000.    The  progress  of  her 
commerce  has  been  in  much  the  same  ratio  as  that  of  her  popula- 
tion.   Previous  to  1825,  the  year  when  the  Erie  Canal  was  opened, 
it  was  confined  pretty  much  to  a  few  vessels  trading  with  the 
Indians.    In  1825  the  whole  tonnage  of  the  Lakes  above  Niagara 
Falls,  all  of  which  traded  with  the  port  of  BuftUlo,  consisted  of 
tliree  steamers  of  772  tons,  and  54  sail  of  1,677  tons,  or  an  aggregate 
2,449  tons  measurement.    In  1830  it  was  13,300  tons;  ht  1835, 
30,602  ;  in  1841,  55,181 ;  in  1846,  90,095;  and  in  1851,  153,426 
tons:  being  an  increase  of  113  per  cent,  per  annum,  from  1825  to 
1830;   18    per  cent,  per  annum  from   1830  to  1835;   13J  per 
cent,  per  annum  from  1835  to  1841 ;   12i  per  cent  from  1841  to 
1840;  and  14  per  cent,  per  annum  from  1846  to  1851.     Add  to 
this  astonishing  increase  the  enlarged  capacity  of  a  measured  ton 
resulting  from  greater  speed  attained  from  improved  models,  and 
a  substitution  of  steam  for  sail,  together  with  the  time  saved  by 
tlie  use  of  machinery,  in   receiving  and   discharging  cargoes, 
amounting  to  at  least  ten-fold  greater  capacity  than  in  1825,\nd 
an  adequate  idea  is  presented  of  the  progress  of  Lake  comm'erce. 
In  1835  the  Western  States  commenced  exporting  produce,  and 
the  figures  in  the  following  table  show  the  amount  of  se'veral 
articles  received  at  Buffalo  during  the    years  named,  and  re- 
bhipped  on  the  Erie  Canal : 


AUTI0r,K8. 


Ilciur,  lilil.s 

Wlient.   liuslipls 

L'uni,    ,  uslids 

ri'iivishins,  pnnnJs 

AsIk'S,  11)8... ..' 

Stiue8,  Ihg 

Wool.  Il,s --^!." .'.'.'"."!! 

liiater.  I.wrd  and  ciieospi  Urn.  ! 


1835. 

1840. 

1845. 

1850. 

Ni.Wl 

«3.),79i) 

717  400 

9h4,4itir 

98.073 

881,192 

47,HM') 

],3,')4  990 
3:i.0(i',» 

3,304  617 
2,(i0s  9;i7 

(),r)02 

25,070 

08.000 

14li.8.'i0 

4,»in 

7,008 

31, 002 

17,5:i4 

3,5fift,  72 

22,410,660 

8«,29«,431 

l.'i9,479,.'50l 

140,911 

107    94 

2,957.701 

H  8;).'->,817 

],o;)o,    2 

3,422,01(7  1 

6,597,007 

17,531,981  ] 

_1851. 

],  100,352 

3,6<i8,005 

5,7t-U,812 

1 17,834 

25,ri85 

75,927,669 

7,857,907 

11,102,282 


These  enumerations  now  comprise  but  a  very  small  proportion 
of  the  articles  received  at  Buffalo  by  Lake  shipping.  68,000,000 
feet  of  lumber,  11,000  bbls.  seed,  10,000  bbls.  lake  fish^  48000 
hides,  28,000  pigs   lead,   17,000  tons   coal,  3,000   bales   hemp. 


15 

1,140,000  bushels  oats,  and  66,000  bbls.  -whiskey  were  among  t}'e 
receipts  of  1851,  the  whole  forming  an  estimated  aggregate  of 

13lACi2  tons,  vaUicd  at !|31,88!),«.51 

And  the  exports  amouutcd  to  204,536  tons,  valued  at 11,201,720 

Making  the  aggregate  commerce  of  the  port  for  1851,  according  to  the 

official  returns 7(5,091,671 

In  1850  the  valuation  was 67,027,518 

Increase  in   1851 $:i,064,153 

Imported  from  Canada,  1851 $507,517 

Exported  to  Canada 613,948 

Total  commerce  with  Canada $1,121,405 

Do.  in  1850 527,270 

Increase  in  1851 $594,195 

The  tonnage  entered  and  cleardl  during  the  year  1851,  was  as 
follows: 


■ — — 

Veui'la. 
4.4!I0 
4,560 

0  150 

8,Ul 

0:iO 

Tnns. 

Orewa. 

Entered, 

I,,'.50,5«J 
l,5:tO,UI5 

2,713,700 

;i7;t,H:io 

07,001 
07,191 

1;14,7!>2 
125,072 

0.120 

Cleared 

AggrPKiite, 

Aggrefe'uto,  1850, 

Inrrense. 

This  array  of  tonnage  would  suifer  little  in  comparison  with 
that  of  any  other  port  in  the  world.  It  is  composed  of  107 
steamers  and  screw-steamers,  and  607  sail  vessels,  which  vary  in 
size,  from  steamers  310  feet  in  length  and  1600  tons  burden  to  the 
smallest  class  sail  and  steam  vessel.  Screw  propellers  are  rapidly 
becoming  favorites  as  freighting  vessels.  It  is  a  significant  fixct,  that 
of  7,000  tons  of  shipping  on  the  stocks  at  Buffalo,  on  the  1st  of  Jan- 
uary, 1852,  only  230  tons— a  clipper  schooner — were  sail;  showing 
that  in  these  waters  steam  is  rapidly  achieving  the  victory  over  sail. 

The  Erie  canal,  from  Bufi^tilo  to  Albany,  is  363  miles  in  length. 
The  following  table  will  show  the  total  movement  of  property 
upon  it,  in  tons,  from  1837  to  1851,  inclusive: 


YeHrt. 


1837  . 

1838  . 

1839  . 
1810  . 
1841  . 
1842. 
1843  . 

1814  . 

1815  . 

1816  . 

1847  . 

1848  . 
18l<)  . 
185')  . 
1851  . 


Shipped  frotu  tide  water, 
('ml. 

172,092"7~. 

I87,4:U 

20O,5tl 

101,211 

191,446 

141,830 

10.1,044 

'208,099 

221,013 

239,210 

329,701 

31,1,8U 

3e8,5S0 

:B7.813 

4o3,7U 


Dutfulo. 
timt. 


lutermediate  PoiDls. 

tnm. 


73,i»» 

I0.'>,40l 

I.s0,l«j 

177,007 

218,471 

2i.5,I73 

279.(KI8 


421,205.. 

451,!I54.. 

451,£9!»  . 

471,142.. 

467,525.. 

31.5,301.. 

393,104.. 


.319,682 I 488,5i;» 


309.115 

478,918 

"10,91.3 

0OJ,2.'.0 

013,317 

...  .,574,905 

673,774 


411.5,6:2 

516.274 

630,874 

0.\3,901 

610,017.... 


Tulul    movement. 
tnm. 


067,151.... 

741,848.... 

8li").0«7.... 

82!»,000.... 

9l)6,44J.... 

7i2.;no.... 

....  819.216.... 
....  91.5.921.... 
....l,0:tH,790.... 
....1,201,408.... 
....1,001,,578... 
....1,.599.!105.... 
...1,022,444.... 


.722.371 1.6.15.089. 

...827,7.>0 i 1,956,205... 


16 

The  total  movement,  on  all  the  State  canals,  in  1851,  was 
3,582,733  tons;  yielding  to  the  Stuto  a  revenue,  in  tolls,  of 
$3,329,727.  In  1851,  there  arrived  at  tide-water,  from  the  Erie 
canal,  1,508,677  tons.  There  were  40,390  lockages  at  one  lock. 
Of  the  above  1,508,677  tons,  254,983  tons  were  wheat  and  flour 
shipped  from  Buffalo  r.lone.  On  these  canals  were  employed 
4,047  boats,  of  283,290  tons  capacity. 

The  net  money  value  of  all  the  property  transprrted  on  the 
lakes  was,  in  1841,  $82,913,011;  in  1846,  it  had  grown  to  $62,- 
060,000;  in  1848,  to  $93,000,000;  and  in  1851,  to  $161,000,000. 
By  this  it  will  be  seen  that  nearly  one-half  of  the  whole  lake 
trade  passed  through  Buffalo,  in  1851.  The  contemplated  en- 
largement of  the  Erie  canal  to  about  three  times  its  present 
capacity,  and  the  completion  of  the  numerous  lines  of  projected 
railway,  can  not  fail  to  make  Buffalo  one  of  the  most  important 
cities  west  of  New  York. 
The  commerce  of  Buffalo  for  the  year  1852,  is  thus  valued: 

Property  imported  by  lake, $34,052,798 

Property  exported  by  lake, SsioT-^JOD 

Total, f  26,228,507 

The  estimated  value  of  property  imported  and  exported  by  the 
various  eastern  and  western  railways,  added  to  this,  would  raise 
the  aggregate  to  upward  of  $100,000,000,  being  an  increase  in 
value,  over  the  previous  year,  of  fully  twenty-five  per  cent. 

Six  steamers,  nine  screw  propellers,  and  eight  schooners,  were 
constructed  during  the  same  year  at  the  Buffalo  shipyards,  form- 
ing an  aggregate  of  8,610  tons  of  new  shipping. 


